Steam-engine.



PATENTED FEB; 3, 1903.

J. W. MGQUAY- STEAM ENGINE. APPLICATION FILED JUNE 21, 1901.

H0 MODEL.

Ilia E 0?. a

Wimesses UNlTED STATES PATENT OFFICE.

JAMES WILLIAM MCQUAY, OF VALLEY RIVER, CANADA.

STEAM-ENGINE.

blPECIFICATION forming part of Letters Patent N 0. 719,493, datedFebruary 3, 1903.

Application filed June 21,1901.

To all whom it may concern:

Be it known that 1, JAMES WILLIAM Mo- QUAY, a subject of the King ofGreat Britain, residing at Valley River,countyof Marquette, Province ofManitoba, Canada, have invented certain new and useful Improvements inSteam-Engines; and I do hereby declare that the following is a full,clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to makeand use thesame.

My invention pertains to steam-engines. The use of cylinder-cocks isobviated.

A further object is to provide a simple reversing mechanism in which theelements are held locked firmly in their adjusted positions, so that thelead can be reversed by a simple movement of the lever.

With these ends in view the invention consists in the novelconstruction, combination, and arrangement of parts, as will behereinafter fully described and. claimed.

In the drawings, forming a part of this specification, Figure 1 is aside elevation of my invention. Fig. 2 is a plan view thereof. Fig. 3 isa longitudinal sectionthrough the piston-cylinder on the line 3 3 ofFig. 2. Fig. 4 is a transverse section through the inlet-valve on theline 4 4 of Fig. 3. Fig. 5 is a detail edge view of the train ofdriving-gears. Fig 6 is a vertical section on the line 6 6 of Fig. 5.

The same numerals of reference denote like and corresponding parts ineach of the several figures of the drawings.

5 designates a piston-cylinder having a f eedchamber 6, to which motivefluid-such as steam, compressed air,or the like-is supplied by a pipe 7.From this feed chamber lead the inlet-ports 8, arranged to supply themotive fluid to opposite ends of the piston-chamber 9, and in thefeed-chamber is seated a revoluble inlet-valve 10, the same having asingle transverse passage 11, all as more clearly shown by Fig. 3. Theinlet-valve 10 is arranged in the feed-chamber 6 so as to rotate on itslongitudinal axis, and said valve is furnished at one end with aprojecting spindle 12, the same passing through a stuffing-box 13, whichis provided at one end of the feedchamber 6, the other end of saidfeed-cham- Serial No. 65,411. (No model.)

ber being closed by a head 14, which is bolted to the cylinder. (SeeFig. 4.)

In the bottom of the piston-cylinder are provided the exhaust-ports 15,which are located on opposite sides of the travel of the piston therein(the latter being indicated by dotted lines in Fig. 3) and adapted toalternately exhaust motive fluid from opposite sides of the piston.These exhaust-passages are controlledby the revoluble exhaust-valves 1617, the former having the intersecting passages 16 16 and the latterhaving similar intersecting passages 17 17". (See Fig. 3.) Eachrevoluble exhaust-valve has a stem which passes through a stuffing-box,similar to theinlet-valve, but as the construction and arrangement ofthe parts are the same I have not considered it necessary to illustratesuch construction and arrangement by the drawlugs.

The spindle 12 of the inlet-valve 10 has a sprocket-gear 18, securedthereon by means of a set-screw 18. The spindle of the exhaust-valve 16has a largesprocketgear 19, fastened thereon by means of a clampingscrew19, and the spindle of the other exhaust-valve 17 has a sprocket-gear20, fastened thereto by a set-screw 20. (See Figs. 1 and 2.) Thesprocket-wheels 19 20 are of the same diameter and have the same numberof teeth, whereas the sprocket-gear 18 of the inlet-valve is one-halfthe diameter of either sprocketwheel' 19 or 20 and has onehalf thenumber of teeth thereon, whereby the inlet-valve is adapted to be drivenat twice the speed of either exhaust-valve. It is evident that theset-screw of either sprocketwheel may be released for the purpose ofadjusting the valve to the required position.

In lieu of an eccentric-rod, the eccentric and the strap commonlyemployed in engines, and the well-known means for reversing the engine,I employ an endless driving-chain and a train of gears adapted to beshifted by a lever and to be driven positively by suitable means fromthe engine-shaft. The endless sprocket-chain 21 is arranged to drive thegears of the inlet and exhaust valves, and, as shown by Fig. 1, thischain passes over the sprocket-gear 18 of the inlet-valve, below thesprocket-gear 19 of the exhaust-valve 16, and

above the sprocket-gear 20 of the exhaustvalve 17, whereby theexhaust-valves 16 17 will be driven in opposite directions, as indicatedby the arrows in Fig. 1.

22 designates a fixed arbor which is supported in a horizontal positionon the framework of the engine, and on this arbor is loosely fitted thelower portion of a sectional post or standard, the same comprising themembers 23 24, which are connected pivotally together by a movablefulcrum-shaft 25. This shaft is long enough to extend beyond thesectional post and through the overlapping ends of the members 23 24thereof, and the lower end of this post is loosely fitted on the fixedarbor 22, so as to turn back and forth thereon. The upper post member 24is stayed by means of a brace-rod 26, which has an adjustable connectionat 27 toa part of the engine-frameworkas, for instance, to thepiston-cylinder, as shown by Fig. 1and when the post is adjusted, aswill presently appear, this stay-rod should also be moved to accommodatethe same to the different positions assumed by the standard.

A compound gear element is loosely fitted on the fixed arbor 22 at apoint adjacent to the standard, said compound gear element consisting ofa pulley 28 and agear-pinion 29, the same being integral or united forsimultaneous rotation. This compound gear element is adapted to have thepulley 28 encompassed by a belt (not shown) which may be driven from theengine-shaft or other part of the engine, and the gear 29 of thecompound elementhas intermeshing engagement with-a spur gear-pinion 30,the latter being secured to one end of the movable fulcrumshaft 25. Thisintermediate gear 30 in turn has intermeshing engagement with agearwheel 31, which is secured to a shaft 32, the latter being journaledin the upper portion of the post member 24, said shaft 32 having asprocket-wheel 33 made fast thereon by means of the set-screw 33". Thissprocketwheel 33 is engaged by the endless drivechain 21, which derivesits motion from the train of gears for the operation of the series ofvalves.

34 designates the reversing-lever, which is adapted to be held in placeby a pawl which engages with the segment 35, and to this lever ispivoted a link 36, which has pivotal connection at 37 with the lowermember 23 of the sectional post, whereby the lever may be operated toreverse the standard and make the train of gears shift the valves, so asto reverse the lead of the engine independently of the motion derivedfrom the compound gear element.

From the exhaust-passages 15 in the bottom of the piston-cylinder leadthe exhaustpassages 38, having communication with a single exhaust-pipe39,whereby the exhausted moljze fiuid may be carried away from theengine.

The valve mechanism herein described may be adapted as an expansioncut-off engine by variation in the size of the port of the inlet-valve,as will be readily understood.

The location of the exhaust-valves at the lower side of thepiston-chamber obviates the employment of the cylinder-cocks ordinarilyused, because the steam and water of con densation will be dischargedfrom the bottom of the cylinder.

Changes within the scope of the appended claims may be made in the formand proportion of some of the parts, while their essential features areretained and the spirit of the invention is embodied. Hence I do notdesire to be limited to the precise form of all the parts as shown,reserving the right to vary therefrom.

Having now particularly described my invention, what I claim as newis- 1. The combination with the piston-cylinder provided at one sidewith feed-chamber and at the other side oppositelywlisposed ports,exhaust-valves rotatably mounted to control the exhaust-ports, arotatable valve controlling the flow from the said feed-chamber to theopposite ends of the cylinder, sprocket-gears on the extended ends ofthe shafts of the exhaust-valves, a sprocket-gear of half the diameterthereof on the shaft of the inlet-valve, an endless sprocket-chainpassed over the gear of the inlet-valve, under one of the gears of theexhaust-valves and over the other, to revolve said valves in oppositedirections at one-half the speed of the inlet-valve, as set forth.

2. The combination with the piston-cylinder having at its upper side afeed-chamber with passages therefrom to opposite ends of the cylinder,exhaust-ports at opposite ends of the bottom of the said cylinder uponop- ,posite sides of the travel of the piston, revoluble valvescontrolling the exhaust-ports, a revoluble valve controlling the inlet,sprocket-gears on the extended ends of the shafts of said valves, thegear on the shaft of the inlet-valve being of one-half the diameter ofthose on the shafts of the exhaustvalves, an endless sprocket-chainengaging said gears to revolve the exhaust-valves in opposite directionsat one-half the speed of the inlet-valve, and an exhaust-pipe havingcommon outlet and connected with the exhaust-ports at opposite ends ofthe said cyl-. inder, substantially as shown and described. In witnesswhereof I have hereunto set my hand in the presence of two witnesses.

JAMES WILLIAM MCQUAY.

lVitnesses:

SAM. MURRAY, JAooB CATHERS.

